Motor vehicle bonnet-fender



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MOTOR VEHICLE BONNET-FENDER Filed Sept. 16, 1947 6 Sheets-Sheet 6 a):2:' aaaaaazqaaauaaa IN VEN TOR. 621 05 5? Ezra Y.

Patented Aug. 12, 1952 UNITED STATES PATENT OFFICE MOTOR VEHICLE BONNET-FENDER Clyde R. Paton, Bloomfield Village, Mich.

Application September 16, 1947, Serial No. 774,215

4 Claims. 1

This invention relates generally to motor vehicles and more particularly to bonnets therefor,

It is an object of the present invention to provide an improved motor vehicle in which the vehicle engine and associated devices are readily and openly accessible or free of objectionable, mechanic hindering obstructions upon raising of the engine compartment bonnet.

Another object of the invention is to provide an improved end panel, body extension or bonnet of a character to decrease manufacturing costs of motor vehicles;

Another object of the invention is to provide an improved relationship of body roof and body side panels with a rear end panel to decrease manufacturing costs of motor vehicles.

Another object of the invention is to provide a road wheel covering, vehicle bonnet having provisions for assuring proper fitting between the bonnet and body and for preventing bonnet rattles.

Another object of the invention is to provide an improved arrangement for supporting a motor vehicle bonnet in a manner such that movement of the chassis relative to the vehicle body will not be transmitted to the bonnet.

Another object of the invention is to provide a new and improved arrangement for supporting and latching or looking a bonnet to a motor vehicle body to prevent bonnet rattles, as well as, to prevent transmission of chassis movements to the bonnet;

Another object of the invention is to provide, in a motor vehicle having a rearwardly hinged front bonnet, againstdanger of accidental swinging up of the bonnet.

Another object of the invention is to attach or latch a bonnet to a motor vehicle body in a manner such that movements of the chassis frame are not imparted to the bonnet.

Another object of the invention is to provide an improved body rear end construction to eliminate certain expensive panel joining and finishing operations between the roof and rear deck panel.

Another object of the invention is to provide a motor vehicle having wheel aprons which are readily removable to give free access to the wheels.

Other objects and advantages of the invention will become apparent from the following detailed description taken in connection with the accompanying drawings in which:

'Fig. 1 is a side elevational view of a motor vehicle embodying features of the present invention.

2 Fig. 2 is a top plan view of the vehicle of Fig. 1. Fig. 3 is a fragmentary, perspective view of the front end of the motor vehicle.

Fig. 4 is a fragmentary, vertical sectional view of the motor vehicle, taken along the line 44 of Fig. 2. V

Fig. 5 is a fragmentary, vertical sectional view of the motor vehicle, taken along the line 5-5 of Fig. 2.

Fig. 6 is a fragmentary, cross sectional view of the vehicle, taken along the line B6 of Fig. 4.

Fig. 7 is a fragmentary, horizontal sectional view of the motor vehicle taken along the line 1'! of Fig. 6.

Fig. 8 is a fragmentary, horizontal sectional view of the motor vehicle taken along the line 8-8 of Fig. 5.

Fig. 9 is a, fragmentary, vertical sectional view of the motor vehicle, taken along the line 9-9 "of Fig. 5.

Fig. 10 is a fragmentary, perspective view of the rear end of my vehicle.

Fig. 11 is a fragmentary, vertical sectional view of the vehicle rear end, taken along the line I l-l I of Fig. 2.

Fig. 12 is a detail, vertical sectional view of the motor vehicle, taken along the line 2-1-42 of Fig. 10.

Fig. 13 is another detail, vertical sectionalview of" the motor vehicle, taken along the line l3-l3 of Fig. 10. w

Fig. 14 is a fragmentary, sectional view of the vehicle, taken substantially along the line 14-44 of Fig. 2.

Fig. 15 is a fragmentary, vertical sectional view of the vehicle, taken along the line Iii-I5 of Fig. 11.

Fig. 16 is a fragmentary, horizontal sectional view of the motor vehicle, taken along the line l6l6 of Fig. 15.

Fig. 17 is a fragmentary, horizontal sections. view of the motor vehicle, taken alongthe line I1--I'I of Fig. 11.

Fig. 18 is a fragmentary, horizontal sectional view of the vehicle, taken along the line l8l8 of Fig. 5.

Fig. 19 is an elevational view of a bonnet latch mechanism, taken in the direction of the-arrows l9l9 of Fig. 18.

Fig. 20 is a view similar to Fig. 18 of another bonnet latch and Fig. 21 is a view similar to Fig. 19 of the latch of Fig. 20.

In the drawings, there is shown a motor vehicle comprising, in general, a supporting member or chassis frame I0, a body I2, a body front end extension or bonnet I4 and a body rear end extension or bonnet I6. Among other units of the vehicle, the chassis frame I8 supports the body I2 and vehicle power plant engine I8. In the present arrangement of the vehicle units, the engine I8 is located in advance of the body I2, but may be located at the rear of the body, if desired. A suitable cooling system including a radiator I3 and a fan I5 may be provided in the power plant engine compartment for cooling the engine I8. The front bonnet I4 covers the engine compartment and the rear bonnet I6 covers a rear luggage compartment I9. These bonnets I4 and I6 are hinged to the body I2 and, aswill later be seen, are supported substantially solely by the body so that slight movements of the'chassis frame I0 relative to the body, due to uneven road surfaces will not be transmitted to the bonnets I4 and I6.

The chassis frame II] is supported by the usual front and rear ground wheels 22 and 24 respectively which are connected to the frame by front and rear wheel suspension devices 26 and 28 respectively. Any suitable type of wheel suspension device may be used. In the present instance, the front wheels 22 are connected to the frame In by links 38 which may be connected together by a transversely extending elliptical spring 32. At the rear end of the vehicle, a rear wheel axle housing 34 may be suspended from the frame II] type which extend from front to rear of the vehicle, or may be of any other suitable type. As shown, the frame I0 comprises a pair of laterally spaced, side frame members 38 and transverse, connecting frame members 39. These frame members'38, 39 may be welded or may be otherwise suitably secured together.

The body I2 comprises, in general, a framework preferably of metal including opposite, front side pillars 48, opposite, side center pillars 42 and opposite, rear side pillars 44. These pillars 40, 42 and 44 rigidly connect sills 46 and roof rails 48 together. Doors 50 may be hinged to the front pillars 48. The external body paneling includes a roof panel 52 and rear quarter panels 54. If desired, the rear quarter panels 54 may be replaced by rear doors (not shown). At the front of the body I2 is the usual windshield 56, dash panel 58 and cowl 60. The above pillars, panels, etc., together with the body fioor or underbody structure cooperate in the construction of what may be termed the body proper; the front bonnet I4 and the rear bonnet I6 being removable extensions thereof. In order to reduce costs of manufacturing motor Vehicles, I terminate the body sides at the forward edges of the doors 58 and at the rear edges of the quarter panels 54. The cowl 68 is provided with an inwardly offset, bonnet receiving ledge 6| which extends across the cow] and down the sides, adjacent the front edge of the doors 50. As shown, the bonnet I4 when in closed position overlaps the cowl ledge completely concealing the cowl and its ledge. Extending along the cowl ledge BI is a strip of antisqueak which may be attached to the cowl ledge 6| by rivets or by other suitable securing means.

Adjacent its rear edge, the front bonnet I4 is hinged to the body cowl 60 by a hinge 62 which may be of any suitable type, and may be located substantially midway between the sides of the bonnet I4. This hinge 62 may comprise upper and lower pairs of spaced links 64. Rear ends of the hinge links 64 may be attached by pivot pins 65 to a bracket 68 which may be secured to the body dash 58 and front ends of the hinge links may be attached by pivot pins 61 respectively to laterally spaced brackets 68, secured to the bonnet I4. The brackets 68 may be welded or may be otherwise suitably secured to a longitudinally extending bonnet reinforcing member I0 which may be welded adjacent its opposite ends to the underside of the bonnet. As shown, th bonnet reinforcement I6, may be an elongated member of channel-like cross section extending centrally and longitudinally of the bonnet.

In order to decrease further the manufacturing cost of motor vehicles, I make the bonnet I4 of one piece comprising, a central, engine compartment cover II, intermediate, opposite side fender portions I2 and opposite outer side apron portions I3. By providing a bonnet comprising integral front wheel fenders I2, central section II and aprons I3 a considerable saving in manufacturing and assembling cost is effected since much tool, die and assembly costs are eliminated. For example, when my bonnet-fender panel I4 is assembled to the body I2, the sheet metal of the front end of the vehicle is substantially completed in this one assembly operation. Another advantage of this bonnet-fender panel I4 is that the fenders I2 being an integral part of the bonnet are, in effect, hinged fenders which may be swung up out of the way giving substantially unobstructed and ready access to the engine I8 and to the front wheels 22, as illustrated in Fig. 3. In lowered position of the bonnet-fender panel I4, the fenders I2 overlie the vehicle front wheels; outer side fender aprons I3 being provided with openings I4 for steering clearance with the front, steerable ground wheels 22.

Respectively overlying the front ground wheels 22 are fixed, splash guards or inner fenders I6 which among other functions, shield the engine I8 from water splashed by the wheels 22 and shield the bonnet-fender panel I 4 against damage from stones thrown by the wheels. These splash guards 76 have inwardly disposed aprons TI which are flanged along their lower edges, as at 18, to seat on and for attachment to the chassis frame side members 38 between the wheels 22 and the engine compartment. Rivets 80 or other suitable attaching means may be used to secure the splash guard seating flanges I8 to the upper flanges of theframe side members 38. Preferably, the aprons II of the splash guards I6 are provided with one or more vertically extending reinforcing ribs 82. The splash guards I6 extend respectively over the front wheels 22 having outer, downturned reinforcing side flanges. Between each of the splash guards I6 and the adjacent fender I2, I provide a seal 84 to flexibly seal the joints formed between the fenders and splash guards against entrance of water to the engine compartment. These seals 34 may be rubber, rubberized fabric, felt or any other suitable sealing material which is displaceable or flexible so that slight movements of the chassis front end will not be transmitted to the bonnet-fender panel I4. In the present instance, the seals 84, in strip form are attached to the splash guards 16, extending along and adjacent the outer, rounded surfaces of the guards I6, but, if desired, the seals may be carried by the bonnet-fenders. Rivets 86 or other suitable attaching means may be used to secure the seals 84 to the splash guards I6. The present seals 84 are attached to the splash guards I6,

adjacent the inner edges of the sealswhich flex upwardly and outwardly away from the adjacent rounded surfaces of the fenders when the bonnet is raised. When the bonnet-fender panel I4 is lowered, the seals 84 are engaged thereby adjacent their outer edges and are flexed slightly downwardly to form splash tight joints with the bonnet fenders. At this point, it is emphasized that the bonnet-fender panel I4 fits down over the splash guards concealing them, but is not appreciably supported by the splash guards I6. Also, the bonnet-fender panel I4 is neither in contact with nor attached to the chassis frame II), but instead is carried substantially solely by the body I2 except for the slight force transmitted to the splash guards through flexing of the sealing members by the bonnet.

The bonnet-fender panel I4 is held down to the body cowl 60, in spaced relation to the splash guards I6 by supporting members or a pair of lock or latch members, designated generally by the numeral 87. These latch mechanisms 81 each may comprise, in general, a pivoted latch member or lever 88 and a keeper 89. The levers 88 of the latch mechanisms are mounted on opposite sides of the body cowl 68, below the hinge 62 and adjacent the body front pillars 48. The latch keepers 89 are carried by the bonnet I4 and may be welded or may be otherwise suitably secured thereto. Carried by and extending forwardly of the body cowl 60 on each side thereof is a bracket 98 on which the latch levers 88 are respectively pivoted by pivot pins 9|. The latch levers 88 are pivoted intermediate their ends, each having a forwardly extending arm 92 and a rearwardly and downwardly extending arm 93. On the forward ends of each of the levers 88 is carried a roller 94 which is adapted to ride up an inclined or cam surface 85 of the keeper 89 and engage in the keeper socket or notch 96 when the bonnet-fender panel I4 is lowered. These notches 96 are slightly tapered downwardly and inwardly to effect a wedging action with the rollers 94 so as to hold the bonnet in spaced relation to the splash guards and for the further purpose of preventing rattling of the latch parts. Each of the latch levers 88 is provided with a helical coil spring 91 arranged to pivot the levers 88 in direction to urge the lever carried rollers 94 into the keeper notches 96. Offsets 93 in the latch lever arms 93 provide stops for the levers so that the rollers 94 will be in proper position to engage the inclined cam surfaces 95 of the keepers when the bonnet is lowered. The

springs 91 may have lower ends thereof respectively attached to the lever arms 93 and may have their other or upper ends attached to the bracket 98 above and rearwardly of the levers. Also attached to the lower arms 93 of the latch levers 88 are ends of latch operating pull wires 98 having their opposite ends attached to a lever 91 pivoted to a bracket 99 which is secured to the dash panel 58. The lever 91 is operated by a handle I88 on the instrument panel I02 of the vehicle, thus providing a remote releasing means operable to release simultaneously both of the bonnet latch mechanisms. The Wires 98 may be guided in a tube I03 which may be attached by spaced clamps I04 to the body cowl and to the ends of the bracket 98. It should be understood that other suitable forms of self engaging rattle resistant latches may be used.

Below the latch mechanism 81! on each side of the cowl 60, I provide a bonnet guide member I06 to insure proper alignment of the bonnet with the forward edges of the doors 5|]. These guide members I06 may be made of a suitable antisqueak and somewhat yieldable material, such as rubber. These rubber guide members I06 may be secured by screws or by any other suitable securing means to the outer side surfaces of the ledge of the cowl 60. Each of the bonnet guide members I06 is formed with a forwardly and outwardly facing, inclined cam surface I08 which is arranged to be engaged by the rear, rounded edge of the bonnet I4 to guide or urge the bonnet outwardly for proper alignment respectively with the forward edges of the adjacent body panel or door 50. The bonnet I4 has a reversely bent marginal portion IIIl extending along and reinforcing the rear bonnet edge. Clamped between the bonnet proper and the reversely bent marginal edge portion III! thereof is a cam guide II2 for the bonnet. This guide II2 may be inexpensively made of sheet metal. A forward end portion of the guide H2 is reversely bent back in spaced relation and at an angle to provide a cam surface portion II4 extending inwardly and rearwardly. This cam portion I I4 of the guide member H2 is adapted to engage inwardly behind a forwardly extending portion H6 of the rubber guide I88 to draw the sides of the bonnet I4 inwardly to the cowl sides to maintain proper alignment with the front edges of the doors 50. The guides I86 also serve to prevent rattles between the bonnet I4 and the body cowl 60.

In order to provide against the danger of the bonnet I4 swinging up accidentally when the vehicle is in motion, I provide a safety stop IIIi which is normally biased to locked position and cannot be released from within the body. With particular reference to Fig. 5 of the drawings, the safety stop I I6 is located adjacent the front of the bonnet I4 preferably centrally thereof. This safety stop H6 comprises a stop arm H8 having a lower end pivoted to a bracket I28 which is secured to the frame cross member 39. A tensioned helical coil spring I22 urges the stop arm II8 forwardly against the bracket I28 as a stop, in which position the stop arm extends upwardly from its pivot, as shown. The upper end of the stop arm II8 extends forwardly overlying an inturned abutment I24 of the bonnet reinforcement ID to engage therewith if, for any. reason .the bonnet I4 should become unlatched and start to swing upwardly. As shown, when the bonnet I4 is latched down, the upper end of the safety stop arm H8 is vertically spaced from the bonnet reinforcement abutment I24 so that there will be no transmission of chassis frame movement to the bonnet I I. After unlatching the bonnet I4 by turning the instrument board control lever or handle I88, the safety stop arm II8 will have to be moved out of the way of abutment I24 before the bonnet I4 can be raised. This may be done by reaching through the bumper bars and pressing the safety stop arm II8 back until the abutment I24 clears the upper end of the safety stop. The upper forward edge of the stop arm I I8 and the lower rear edge of the abutment I24 may have rounded, engageable cam surfaces I25 so that when the bonnet I4 is lowered, the safety stop arm II8 will be engaged and swung back slightly by the abutment I24, permitting the abutment I24 to pass thereby after which, of course, the spring I22 will act to return the safety stop arm I I8 to its effective position immediately above abutment I24. Thus, it will be seen that I have provided remotely controlled latches and a safety stop for a bonnet-fender panel which is carried solely by the body so that movements of the chassis frame relative to the body will not be transmitted to the bonnet-fender panel. It will be seen that in latched position of the bonnet I4, the centers of the rollers 94 are slightly above the centers of the latch lever pivots 9I with the result that the force of the weight of the bonnet is directed rearwardly through said centers toward the body dash. Thus, the latch mechanisms serve as stops for the bonnet, holding the same in vertical spaced relation to the splash guards, a distance sufficient toengage and flex the seals 84 but insuiiicient to exert any appreciable weight on the splash guards. This allows movement of the splash guards with the chassis frame, relative to the bonnet, thus preventing transmission of at least slight movements of the chassis frame to the bonnet.

Referring now to the rear end construction of my motor vehicle, the body I2 may have an inner, transverse partition I26, common to the luggage compartment I9 and to the passenger compartment. Along its lower edge, the partition I26 may be provided with a forwardly turned flange I28 which may overlap and be welded or be otherwise suitably secured to a body floor pan I36. A luggage compartment floor pan I62 extends from the partition I26 to the frame rear cross member 39 and extends transversely between the frame side members 38. As shown, the floor pan I32 is provided with the usual, upwardly directed offset I33 for clearance with the rear axle housing. Interposed between the partition flange I28 and the luggage compartment fioor pan I32 is a seal and anti-squeak strip of material I34 which may be rubber, rubberized fabric, felt Or any other suitable material. At its rear edge, the luggage compartment floor pan I32 is offset upwardly, as at I36, to seat on the frame rear cross member 39 to which the floor pan may be welded or be otherwise suitably secured. To effect a savin in manufacturing and assembly costs and generally to improve vehicle construction, I extend the luggage compartment floor pan I32 rearwardly and externally of the luggage compartment to provide a rear splash or stone shield I38 between the body and rear bumper bar I46. By this arrangement, a saving is effected by eliminating the cost of making and assembling a separate, rear stone shield for the vehicle.

Extending upwardly from the floor pan I60, the partition I26 turns rearwardly to join the body roof panel 52 and form a shelf I42. In the roof panel 52, above the shelf I42, a rear window glass I44 is held in place by a channel retainer I46 which may be made of rubber. This rubber retainer I46 may also be formed to receive and retain an upturned rear flange I48 of the shelf I42, as shown in Fig. 14. Below the rear window I44, the roof panel 52 is provided with a rearwardly directed cowl I56 terminating in a downwardly offset, bonnet receiving ledge I52. This cowl and its ledge i552 extend along the lower rear edge of the roof panel, terminating at the rear edges of the opposite side quarter panels 54. Similarly, inwardly offset ledges I54 formed on the rear edges of the quarter panels 54 reinforce or stiffen these panels and provide seating surfaces for forming flush joints with the rear side edges of the bonnet I6. As shown, the bonnet receiving ledges I54 extend downwardly from the cowl bonnet ledge I52, preferably to the lower edges of the quarter panels. The bonnet I6 has upper and side edges shaped to fit complementary and flush with the ledges I52, I54 to form a good separable joint therewith. This construction entails a saving in manufacturing costs over former constructions in which it was necessary to join rear -quarter panels and rear deck panels, usually by solder; an expensive operation made further expensive by the need to finish the joints so as to conceal them.

Overlying each of the rear wheels 24, beneath the bonnet I6 is a splash guard or inner fender I56 forming Wheel housings. The splash guards I56 may be made of sheet metal, plastic or other suitable material each having an inturned longitudinally extending flange I58 along the bottom edge thereof for seating on and for attachment to the frame side members 38. The luggage compartment floor pan I32 may seat on the frame side members between the upper surface of these members 38 and the splash guard flanges I58; and rivets I59 or other suitable securing means may be used to secure the parts together (see Fig. 15). Extending upwardly from the frame III, the splash guards I56 respectively extend over the rear wheels 24, having each an outer downturned side flange I respectively positioned slightly outwardly of the wheels 24.

The bonnet I6 is attached to the body I2 by a hinge I62 which may be located substantially midway of the bonnet sides. The hinge I62 is similar to the front body hinge having pairs of links I64 pivotally connected to brackets I66 and I61 which may be respectively secured to the body I2 and to the bonnet I6. The bonnet bracket I61 is preferably welded to a bonnet reinforcing member I68 which is secured to the underside of the bonnet I6. The bracket I66 may be welded or may be otherwise suitably secured to the body structure such as the underside of the partition shelf I42.

The bonnet I6, a single panel, forms substantially the entire outer sheet metal of the vehicle rear end, serving the function of luggage compartment cover and rear side panels or fenders Ill]. The fenders I16 extend downwardly and outwardly of the rear wheels 24 to provide aprons or wheel shields, but may be swung up to gain ready access to the wheel when, for example, it becomes necessary to replace a wheel or if any other reason access to the wheels 24 is desired. In closed position, the bonnet I6 overhangs and conceals the splash shield I56, but is not supported by the spash shields. Like the front bonnet I4, the rear bonnet I6 is carried solely by the body I2 in a manner such that rear end vertical and twisting or oscillatory movements or deflections of the frame II] will not be transmitted to the bonnet. To this end, the bonnet I6 is supported on the body I2 by the hinges I62 and by a pair of laterally positioned looks or latching devices each of which is designated generally by the numeral I16. The latch devices I16 are preferably disposed on opposite sides of the vehicle, inwardly of the rear quarter panels 54 and of the bonnet I6.

The latch devices I16 each may comprise, in general, a latch lever member I and latch keeper member I82. The latch lever I80 may be pivoted as at I84, to a bracket I86 which may be secured, such as by welding to the inner side of the bonnet I6, adjacent the rear edge thereof. The keepers I82 may be welded to the inner sides of the rear quarter panels 54, adjacent the rear edges thereof. Each of the keepers I82 has an upwardly facing slot or socket I88 to receive a roller I90 carried by and on a forwardly extending arm I92 of the latch lever I80. The keeper socket I88 has opposed front and rear surfaces I94 and I96 respectively which are engaged by the roller I90 in wedging relation. When the latch rollers I90 are engaged in the keeper sockets I 88, the rollers I90 are slightly above the pivots of the levers I80 so that the weight of the bonnet I has a component of force acting through the lever pivot I84 and roller pivots against the face I94 of the keeper socket I88. Thus, it will be seen that the latch devices Il6 act to limit closing movement of the bonnet I0, as well as, act to latch releasably the bonnet against swinging upwardly, whereby the bonnet is carried solely by the body I2. Each of the latch levers I80 is urged toward latched position by a helical coil spring I95 which acts through the levers I80 to urge the rollers I90 into the keeper sockets I88. Inclined cam surfaces I96 on the keeper members I82 are provided for the latch rollers I90 adjacent the sockets I88. Each of the latch levers I80 is further provided with an'arm I 98 to which ends of release wires 200 are secured; the other ends of the wires 200 being secured to an inner lever arm 202 of an external lockable operating handle 2% which is rotatably mounted in and to the bonnet substantially midway between the sides thereof. The wires 200 may be guided in tubing 205 which may be attached to the inner surface of the bonnet by suitable clips 206.

In order to prevent entrance of water and dust into the luggage compartment I0, I provide sealing members or gaskets 2I0 and H2 to seal the compartment when the bonnet I6 is closed. The seal 2I0 may be a strip of a suitably displaceable material, such as rubber, fabric or felt. This seal may extend along the roof panel cowl ledge I52 and the ledges I54 of the opposite rear quarter panels thus also preventing metal contact or serving as anti-squeak at the bonnet-body separable joints. The anti-squeak seal 2) may be secured by rivets or by other suitable means to and at spaced intervals along the panel ledges I52, I54. The other seal 2I2 extends along the outer rounded surfaces of the splash guards I56 and across the luggage compartment floor pan I32 in position for contact with the bonnet. To form a substantially continuous dust and watertight joint, without having any appreciable support of the bonnet I6 on the splash guards, I make the seal 2I2 of a resilient or flexible material, preferably rubber strip stock, and arrange the seal so that it will be flexed longitudinally by engagement with the bonnet. As illustrated in Fig. 15, the seal may be attached to the outer rounded surfaces of the splash guards and project outwardly beyond the splash guards in position to be engaged and flexed downwardly by the bonnet I6 when the bonnet is lowered. Rivets 2I4 or other suitable attaching means may be used to attach the seal 2I2 to the splash guards I56; the rivets being arranged adjacent the inner edges of the sealing strips where they will not be engaged by the bonnet and where they will allow the sealing strip to flex upwardly. Following along the outer surfaces of the splash guards I56, the seal 2I2 twists adjacent the rear ends of the splash guards and following the offsets over the frame sides extends across the floor pan I32 above the frame rear cross member 39. As shown in Fig. 13, the sealing strip 2I2 may be attached adjacent its inner edge to the floor pan I32 by rivets 2M. Optionally, sealing members may be otherwise located and arranged to secure 10 a complete closure for the luggage compartment when the rear bonnet is in the closed position.

To the ledge of each of the quarter panels, I secure a guide member 2 I6 to insure proper flush alignment of the bonnet I6 with the quarter panels. The seals 2| 0 may be interrupted at the locationsof the guides 2I6 which may be made of rubber, as indicated in Fig. 17. These guide members 2 I 6 have outwardly facing cam curfaces 2I8 extending forwardly and outwardly so that when they are engaged by the rounded turned edges of the bonnet I6, the bonnet side or sides will be forced outwardly to match or align with the quarter panels 54. Carried by and clamped to the bonnet I6 by the bent back edge flanges thereof are cam members having cam surfaces 220 adapted to engage rear edges of the guide members 2I6 to urge the sides of the bonnet in.- wardly when necessary so as to obtain desired flush alignment with the rear edges of. the quarter panels 54.

From-the foregoing description, it will be noted that I have provided an improved motor vehicle of reduced weight and reduced cost of manufacture. A saving in cost and weight is effected by my provision of a front bonnet which comprises a central portion, and integral fenders extending to the front edges of the door panels whereby to eliminate the making of separate fenders, cowl panel, hood, etc. Similarly, a reduction of cost and weight is effected by the provision of a body rear extension orbonnet consisting of a rear deck cover portion, integral fenders, etc. eliminating the making and assem bling of several panels. Also, I have provided inexpensive front and rear inner splashers or fenders, independent of the body and have provided for sealing the joints between splash guards and bonnet. In addition, the bonnets are carried solely by the body whereby movement of the splash guards with the frame ends will not be transmitted to the bonnets.

Although a preferred form of the invention has been illustrated and described in detail, it will be apparent to those skilled in the art that various modifications may be made therein without departing from the spirit of the invention or from the scope of the appended claims.

I claim:

1. In a motor vehicle, supporting means, a pair of oppositely disposed ground wheels attached to said supporting means, a body carried by said supporting means, a pair of splash guard members carried by said supporting means separate from said body and extending respectively inwardly of said pair of wheels, sealing members carried by and extending along the outer edges of said splash guards, a bonnet hinged to and supported solely by said body overlying and substantially covering said pair of splash guard members and said sealing members, said bonnet having a closed position engaging said sealing members without application of bonnet weight on said splash guard members, and cooperable stop means on said bonnet and on said body limiting said bonnet to said position so that said splash guards may move relative to said bonnet against said sealing members.

2. In a motor vehicle, supporting means, a ground wheel attached to said supporting means, a body carried by said supporting means, a splash guard carried by said supporting means inwardly of said ground wheel, a bonnet hinged to said body overlying and enclosing said splash guard, said bonnet being spaced from said splash 11 guard so that movements of said supporting means will not be transmitted to the bonnet, displaceable sealing means interposed between said bonnet and said splash guard and being displaceable by and when said bonnet is lowered, and latch means on said bonnet and on said body holding said bonnet spaced from said splash uard.

3. In a motor vehicle, supporting means, a body carried by said supporting means, resilient suspension means connecting said supporting means and said body together for relative movement therebetween, a wheel splash guard member carried by said supporting means movable therewith relative to said body, a bonnet hinged to said body and overlying said splash guard, cooperable stop means on said bonnet andon said body spacing said bonnet from said splash guard, and resilient sealing means closing and sealing the space between said bonnet and said splash guard, said sealing means being displaceable by saidbonnet and being limited in said displacement by said stop means.

4. In a motor vehicle, a frame, a body, means connecting said frame and body together for relative transverse oscillatory movement therebetween, a bonnet hinged to said body, a splash guard carried solely by said frame and movable therewith relative to said bonnet, a fender carriedby said bonnet overlying said splash guard and movable with the bonnet relative to the splash guard, said splash guard having a crown on the outer edge thereof, a flexible sealing strip attached to said crown extending outwardly from said splash guard for engagement and limited flexing by said fender, and bonnet latching means on said body and bonnet limiting flexing of said sealing member and spacing said bonnet from said splash guard.

CLYDE R. PATON.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date D. 96,860 Ryan Sept. 10, 1935 2,010,350 Davis Aug. 6, 1935 2,086,172 Northup July 6, 1937 2,125,761 Westrope et a1 Aug. 2, 1938 2,127,321 Barnett Aug. 16, 1938 2,157,793 Lang May 3, 1939 2,175,528 Klavik Oct. 10, 1939 2,199,315 Klavik Apr. 30, 1940 2,215,606 Dunn Sept. 24, 1940 2,232,275 Ronning Feb. 18, 1941 2,286,582 Sherman June 16, 1942 2,333,173 Gunning Nov. 2, 1943 2,349,940 Craig May 30, 1944 2,413,792 Sharp Jan. 7, 1947 2,474,992 Stephenson et a1. July 5, 1949 FOREIGN PATENTS Number Country Date 476,100 Great Britain Dec. 1, 1937 500,102 Great Britain Feb. 2, 1939 738,686 France Oct. 18, 1932 OTHER REFERENCES Darrin Car, Auto-car of September 13, 1946, pages 798-799.

Bignan Sport Car, Automotive Industries, April 24, 1924, pages 911, 310. 

